All terrain vehicle conversion system

ABSTRACT

Structurally integrated equipment is selectively, individually or conjointly detachably attachable to a three-wheeled vehicle for preventing rearward tipover, carrying cargo, rendering the vehicle waterborne, enhancing travel over snow or providing power takeoff. Supports extending from the framework of the vehicle are adapted to receive and retain with quick disconnect fittings frame elements of the equipment. The frame elements may be adjustable to accommodate load variations and variances of the surface traversed.

The present invention relates to vehicles and, more particularly, tointegrated apparatus interchangeably attachable to a three-wheeledvehicle for converting the mode of use of the vehicle from one toanother.

Three-wheeled vehicles, like that described in the U.S. Pat. No.4,191,269, are essentially intended for recreational purposes and travelacross improved or unimproved ground surfaces. Add-on equipmentdeveloped for such three-wheeled vehicles include a luggage carrier, asillustrated in U.S. Pat. No. 4,300,706. Vehicles having three in linewheels have been adapted by use of wide track wheels and demountablymountable traction belts for travel across ground terrain and snow, asdescribed in U.S. Pat. No. 3,912,031.

Two-wheeled vehicles are inherently laterally unstable when stopped ormoving at a slow speed. Various stabilizing apparatus has been developedto overcome such instability by employing laterally extending sidewheels, as described in U.S. Pat. Nos. 3,700,059, 3,811,704 and4,203,500. Moreover, two-wheeled vehicles are rearwardly tippable uponsubstantial rearward top heavy shift of weight or due to protuberancesof terrain. Trailing wheeled members have been attached to suchtwo-wheeled vehicles to limit the rearward tipping to a predetermineddegree, as illustrated in U.S. Pat. Nos. 3,653,679, 3,700,059, 4,012,054and 4153,268.

Each of the above described ancillary equipment for vehicles is intendedto serve a single function and little accommodation has been made forrapid and facile attachment and detachment. Moreover, none of the priorart is directed to a composite of equipment for interchangeablyselectively adding or substituting equipment for different purposes orfor travel upon land, water and snow surfaces.

The present invention is directed to an integrated system of equipmentfor converting a conventional three-wheeled vehicle into a landborne,waterborne or snowborne vehicle. The equipment is readily and facilelydetachably attachable to common supports extending from the vehicleframework. Further ancillary equipment, adjustably detachably attachableindividually or conjointly with other equipment, provide a source ofpower takeoff for motive means or to operate non-related apparatus.Conventional three-wheeled vehicles have no accommodation for transportof emergency equipment, rations or water; since such vehicles are oftendriven in inhospitable terrain, a cargo carrier may be detachablyattached to the existing supports irrespective of which terraintraversing equipment is employed. Particularly for land travel at highspeed or over steep terrain, rearward tilting constitutes a safetyhazard. Such tilting may be limited by integratable rearwardly extendingwheels.

It is therefore a primary object of the present invention to providestructurally integrated equipment selectively individually or conjointlydetachably attachable to three-wheeled vehicles.

Another object of the present invention is to provide integrated supportand frame elements for detachably attaching a variety of equipment to athree-wheeled vehicle.

Still another object of the present invention is to provide structurallyintegrated conversion equipment for converting a three-wheeled vehiclefor travel across land, water or snow surfaces.

Yet another object of the present invention is to provideinterchangeable equipment for travel of a three-wheeled vehicle acrossland, water or snow while retaining the conventional driving wheels asthe source of motive power.

A further object of the present invention is to provide a rapidlydetachably attachable flotation and power system for converting athree-wheeled vehicle to a waterborne craft.

A still further object of the present invention is to provide rapidlydetachably attachable equipment for converting a three-wheeled vehicleinto a snow mobile while retaining the capabilities for travel acrossbare land.

A yet further object of the present invention is to provide astructurally integratable power take off unit for a three-wheeledvehicle for powering detachably attachable equipment.

These and other objects of the present invention will become apparent tothose skilled in the art as the description thereof proceeds.

The present invention will be described with greater specifity andclarity with reference to the following drawings, in which:

FIG. 1 is a perspective view of a three-wheeled vehicle with tilt wheelsand cargo carrier detachably attached to framework extending supports;

FIG. 2 is a combination view illustrating interconnection of integratedequipment with a three-wheeled vehicle;

FIG. 3 is a combination view illustrating the detachably attachablefeature of tilt wheels;

FIG. 4 illustrates the operative function of attached tilt wheels;

FIG. 5 is a perspective view illustrating pontoons integratablydetachably attached to framework extending supports on a three-wheeledvehicle;

FIG. 6 is an exploded view illustrating attachment and adjustmentfeatures of the pontoons shown in FIG. 5;

FIGS. 7 and 8 illustrate supports attached to and extending from theframe of a three-wheeled vehicle;

FIG. 9 illustrates apparatus for fore and aft center of gravityadjustment for a pontoon mounted three-wheeled vehicle;

FIGS. 10, 11 and 12 illustrate hub mounted paddle wheels usable with awaterborne three-wheeled vehicle;

FIGS. 13 and 14 illustrate an alternate power transfer means for apontoon supported three-wheeled vehicle;

FIG. 15 is a cross-sectional view taken along lines 15--15, as shown inFIG. 13;

FIGS. 16 and 17 illustrate power transfer means for paddle wheel motivemeans for a pontoon supported three-wheeled vehicle;

FIG. 18 illustrates a variant of the power transfer means for a paddlewheel;

FIGS. 19, 20 and 21 illustrate an attached power takeoff unit usablewith a detachably attached water motive means or ancillary equipment;

FIG. 22 illustrates a pin usable with the power takeoff unit and otherdetachable equipment;

FIG. 23 illustrates a detachably attachable snow ski securable to frameextending supports of a three-wheeled vehicle;

FIGS. 24 and 25 illustrate variants for attaching the side skis; and

FIGS. 26 and 27 illustrate a front wheel mounted ski for a three-wheeledvehicle.

Referring to FIG. 1, there is shown a representative three-wheeledvehicle 10 incorporating supports extending from the vehicle framework.These supports are adapted to receive and retain with quick disconnectfittings frame elements of various equipment detachably attachable tothe vehicle.

Three-wheeled vehicles of the type illustrated are usually intended forrecreational purposes. In pursuit thereof, they are driven over roughterrain and often in inhospitable and uninhabited areas. To ensureadequate fuel, provisions and first aid equipment for such an excursion,a cargo or baggage compartment for transport of such items ispreferable. Moreover, rearward tipping of the vehicle is a constantdanger in hilly areas and severe injuries to the driver may resulttherefrom. To accommodate these needs of a user of vehicle 10, supportsfor detachably attaching a cargo box 12 and a set of rearward tiltlimiting wheels 14 are provided.

The structure attendant mounting and demounting of the cargo box and theset of wheels will be described with joint reference to FIGS. 2, 3 and4. A pair of tubular members 16, 18 extend rearwardly from robustattachment points on the frame of the vehicle 10. Sections of tubing 20,22 are welded or otherwise secured to members 16, 18, respectively, andstructurally interconnected with one another by rigid attachment totransverse hollow bar 24. Hereinafter, the assembly including members16, 18, sections 20, 22 and bar 24 may be referenced from time to timeas rear support 26.

Cargo box 12 includes a pair of mounting members 28, 30. Each mountingmember includes a stud 32, 38 which studs penetrably engage sections 20,22, respectively. Pin means, such as pin 36, retain each of the studswithin its respective section by penetrable engagement through matingapertures. It therefore becomes self-evident that cargo box 12 may berapidly and facilely mounted and demounted.

A set of wheels 14 includes wheels 40, 42 rotatably supported upon axles44, 46 extending from the lower end of legs 48, 50, respectively.Through experimentation, it has been found advantageous from a stabilitystandpoint to displace the set of wheels rearwardly of the rear end ofvehicle 10. Accordingly, each of legs 48, 50 includes a rearwardlyextending slanted leg section 52, 54, depending from an upright legsection 56, 58, respectively. Sleeves 60, 62 are rigidly secured tocargo box 10 to slidably receive upright leg sections 56, 58,respectively. As shown with respect to upright leg section 58, eachupright leg section includes a plurality of paired apertures 64. Theseapertures are located and spaced to permit coincidence with apertures 66of sleeves 60, 62 and permit vertical positioning of the legs withrespect to the sleeves. A selected vertical position is maintained rigidthrough a pin 68 penetrably engaging an upright leg section and itsmating sleeve.

As particularly illustrated in FIG. 4, the degree of downward extensionof legs 48, 50 with respect to cargo box 12 controls and delimits therearward tilt angle of vehicle 10. As the vertical adjustment of set ofwheels 14 is rapid and facile, changes in the permissible tilt angle arereadily effected to comport with the terrain traversed. Moreover, thetilt angle permissible may be considered as a function of the degree ofrisk a rider is willing to undertake. It may be pointed out that overcertain terrain, it may be preferable to have the drive wheels of thevehicle act as the front wheels. This result can be achieved byadjusting the height of legs 48, 50 to permit the vehicle to rest uponset of wheels 14 in a stable state by a combination of rearward centerof gravity shift and tilt angle. Usually from this position, a driver isable to lower the front wheel of the vehicle into contact with theground by simply leaning forwardly.

From the above description of the embodiment illustrated in FIGS. 1 to4, it will become apparent that cargo box 12 is usable for transport offuel, provisions, first aid kit and other items possibly required on ajourney into inhospitable or uninhabitable terrain. Additionally, thepossibility of injury to the driver or damage to the vehicle isminimized by the set of wheels' capability for precluding rearward tipover.

FIG. 5 illustrates equipment usable with vehicle 10 to convert it from aland vehicle to a waterborne vehicle. A pair of pontoons 80, 82 ofsuitable displacement to support vehicle 10 are readily detachablyattachable to rear support 26 and front support 84. The front support isremovably secured to the frame of the vehicle, as will be described ingreater detail below.

Referring jointly to FIGS. 5, 6, 7 and 8, the pair of pontoons andsupporting elements will be described in greater detail. For the sake ofbrevity, only one pontoon and its attendant supporting structure will bedescribed since the other pontoon is essentially duplicative thereof. Apair of flanges 85, 86 extend upwardly from the rear top surface ofpontoon 82 to receive therebetween a stanchion 88 secured by a pin 90 orother quick disconnect feature. A plurality of positional adjustmentsextend along the flanges to permit fore and aft relocation of thepontoon commensurate with the load of vehicle 10 to maintain the centerof gravity centrally positioned with respect to the lifting forceprovided by the pontoon. A similar pair of flanges 92, 94 extend fromthe top foward surface of pontoon 82 to support stanchion 96 secured tothe flanges by pin means, such as pin 98. Flanges 92, 94 permit fore andaft relocation of stanchion 96 concurrent with adjustment of stanchion88.

A collar 100 slidably receives stanchion 88 and may be positionallysecured therealong by pin 102. The collar is rigidly secured to a rod104, which rod is matingly attachable with bar 24 of rear support 26through pin 106. As shown in FIG. 6, lateral adjustment or positioningof rod 104 with respect to rear support 26 is available.

A collar 108 slidably circumscribes stanchion 96 and is secureabletherealong by pin 110. A rod 112 is attached to the collar and extendstherefrom for mating engagement with bar 114 of forward support 84. Apin 116 positionally secures rod 112 with respect to its lateralextension from bar 114.

Forward support 84 will be described with specific reference to FIGS. 7and 8. Bar 114 is secured to vehicle frame member 120 by a U-bolt 122 orthe like. Braces 124, 126 extend downwardly from opposed ends of bar 114for removable attachment to a further frame member 128 of the vehicle.The means for attaching the braces may be through U-bolts 130, 132, asshown. Accordingly, the triangular orientation of the braces providestructural rigidity to bar 114 sufficient to support any equipmentattached thereto.

As illustrated in FIG. 5, cargo box 12, at the user's option, may besecured to rear support 26 in the manner described previously whether ornot the pontoons are employed.

When underway, the center of gravity of vehicle 10, when waterborne, maybe shifted due to fuel consumption, disposal of provisions or for otherreasons. And, while underway, it may be prudent to alter thelongitudinal axes of pontoons 80, 82 with respect to the water surfaceto accommodate wave action, wind, forward speed or other forces. Toaccommodate a shift in the center of gravity or to bring about adifferent reorientation of the pontoons with respect to the watersurface, a positioning adjustment mechanism shown in FIG. 9 may beemployed with respect to each stanchion extending from each poontoon;alternatively, the adjustment mechanism may be ganged. In this variant,feet 134, 136 extending in opposed directions, are developed at thelower end of each of the stanchions, of which stanchion 138 is shown.These feet are retained in place by slidably engaging channels 140, 142.Fore and aft poisitioning of stanchion 138 is effected by a lead screw144 threadably engaging the stanchion and positionally retained in placeby an apertured ear 146. A removable crank 148 is engageable with thelead screw to turn it. Accordingly, by commensurate adjustments of thelead screw attendant each of the four stanchions, the longitudinalpositional relationship between vehicle 10 and pontoons 80, 82 may bereadily altered.

Motive power for the waterborne version of vehicle 10 is available bydriving the rear wheels of the vehicle in the conventional manner. Thesewheels, usually have lug-like tread, which tread operate in the mannerof a paddle wheel to impart a force against the water to move thevehicle forwardly. The degree of immersion of the wheels in the wateris, of course, a function of the relative vertical position of thepontoons. In a preferred embodiment, the bottom of the wheels of vehicle10 are maintained below the plane defined by the bottom of the pontoonswhich relationship permits the vehicle to be driven across land with thepontoons attached; launching and beaching of the vehicle is thereby madeeasy also. Positional adjusting means, like that shown in FIG. 9, may beemployed to permit relative vertical adjustment between the vehicle andthe pontoons when underway. Directional control in the water is providedto some extent by the steering action available from the water engagingfront wheel. For vehicles having selective rear wheel braking, theresulting controllable rotation rate of each rear wheel may be used toaugment directional control.

FIGS. 10, 11 and 12 illustrate a hub mounted paddle wheel 150 forproviding forward propulsion to the configuration of the vehicle shownin FIG. 5. Most three-wheeled vehicles include balloon tires 152 and thetire supporting wheel 154 includes a recessed hub cavity 156. Paddlewheel 150 includes a cylinder 158 supporting each of paddles 160.Diametric supports or discs 162, 140 are attached interior of cylinder158 and are centrally threadably apertured to receive threaded bolt 166.A sleeve 168 partially circumscribes cylinder 158, which sleeve isemployed primarily to mate the paddle wheel assembly with the dimensionsof cylinder cavity 156. Coincident cylinder segments 170, 172 ofcylinder 158 and sleeve 168 are secured to one another and support aninternal apertured tab 174. Aperture 176 in the tab is generallytriangular shaped and radially oriented from the center of cylinder 158,as illustrated. A cone 178 is attached to the extremity of bolt 166 forpenetrable engagement with aperture 176. By inspection, it will becomeapparent that translation of cone 178 as a result of rotation of bolt166 and in consequence of the configuration of aperture 176 will resultin forced radial displacement of tab 174 and its attached cylindersegments 170, 172. The resulting frictional engagement intermediatesleeve 168, sleeve segment 170 and the cylindrical wall defining cavity156 will retain paddle wheel hub assembly 150 in place and producerotation of the paddle wheel commensurate with rotation of the wheel.Since paddle wheel 150 is more efficient in providing propulsive powerthan the tread of wheel 152, higher speeds and greater control may beachieved.

Referring momentarily to FIG. 5, it will become apparent that thelateral position of pontoons 80 and 82 may have to be adjusted toaccommodate the paddle wheels attached to and extending from the rearwheels of the vehicle.

Referring jointly to FIGS. 13, 14 and 15, there is illustrated a variant180 of the pontoon system shown in FIG. 5. In the variant, pontoons 182are rigidly secured to one another through cross member 184 and rods186, 188. The front wheel of vehicle 10 is located within trough 190pivotably secured to brace 184 through pivot means 192. Rollers 194, 196are rotatably mounted upon rods 186, 188 through journals 198,200.Rollers 194, 196 are displaced from one another and sized to permitsupport thereon of both rear wheels of vehicle 10. On energization ofthe motor of vehicle 10 and commensurate rotation of the rear wheels,rollers 194, 196 will rotate due to their frictional engagement with thewheels.

Roller 194 includes a gear 202 meshing with gear 204 to drive sprockets206, 208 interconnected with chain 210. Suitably attached journals 212,214 support the respective gear and sprockets. A first pinion gear 216is secured to journal 214 mounted in pillow block 215 to mesh with afurther pinion gear 218 secured to a rotatably mounted propeller shaft220. A propeller 222 is supported at the end of the propeller shaft. Itis therefore evident that upon rotation of roller 194, such rotation istranslated through the above described gear train to drive propeller 222and provide propulsion for variant 180.

In the embodiment illustrated in FIG. 14, rods 186, 188 are mounted inbearings 224, 226 and shaft 212 is similarly mounted in bearing 228. Thestructural support provided by these rods in variant 180 must beaccommodated through brace 184 or further braces. In order to amelioratedamage to propeller 222 from inadvertent contact with rocks or otherelements, a clutch 230 may be employed in conjunction with shaft 214.

Directional control of variant 180 is provided by a fin 232 extendingdownwardly from trough 190 and serving in the manner of a rudder, asshown in FIG. 15. Turning of the front wheel will reorient fin 232longitudinally and bring about a change in direction of travel.

FIGS. 16 and 17 illustrate a further variant 240. Herein, rollers 194,196 journaled upon rods 186, 188 respectively, support one or moreendless belts 242. These belts are in frictional contact with thedriving wheels of vehicle 10 and are caused to translate on rotation ofthe rear wheels. The resulting translation imparts a rotary motion toroller 194 and attached gear 244 meshing with gear 246. A pulley 248,secured to gear 246, drives a further pulley 250 through belt 252. Ashaft 254 journaled in rearwardly extending arm 256 and penetrablyrotatably mounted in rearwardly extending arm 258 is secured to pulley250. A paddle wheel 260 is also secured to shaft 254. From thisarrangement described, it will be apparent that translation of belt 242will result in rotation of paddle wheel 260 to provide forwardpropulsion to variant 240.

FIG. 18 illustrates a further embodiment of variant 240. In thisembodiment, a paddle wheel extends intermediate pontoons 182 and ismounted upon shaft 264 journaled in bearings 266. Belt 242, supportedintermediate shaft mounted rollers 194, 196 journaled in bearings 268,270, respectively, drives meshing gears 272, 274. A pulley 276 attachedto gear 274 and journaled on shaft 280 is rotatably mounted withinbearings 282. A further pulley 284 mounted upon shaft 264 isinterconnected with pulley 278 through belt 286. Clearly, translation ofbelt 242 will result in commensurate rotation of paddle wheel 262 andprovide forward propulsion.

Directional control for the embodiment shown in FIG. 17 may be providedby a rudder 288 pivotally attached to the rear of pontoon 282 throughpivot means 290. Actuation of the rudder may be effected through a cord292 extending from arm 294 and about rotatably mounted pulley 296 to thefront wheel of the vehicle or through 190. Necessarily, positive controlof the rudder is limited to one direction corresponding with a pull onthe cord; but, by use of one rudder on each pontoon and each beingoppositely connected to the front wheel will provide positive rudderdeflection in each direction.

Referring to FIG. 19, there is shown a partial view of the drive trainattendant vehicle 10 and apparatus for adding a power take off unit 300.The existing drive train for vehicle 10 includes a sprocket and chaindrive 302 extending rearwardly from output shaft 304 of engine 306. Asparticularly shown in FIG. 20, a split sprocket 308 is attached to axle310 supporting the wheels of the vehicle. Since such a sprocket isreadily attachable to axle 310 by engaging mating tabs 312 with nut andbolt means 314, it may be attached by anyone with a modicum ofmechanical skill. A commercially available gear box (designated as powertake off unit 300) having an input shaft 316 and a splined output shaft318 may be welded or otherwise secured to the frame of the vehicle. Asprocket 320 mounted upon the input shaft is interconnected with splitsprocket 308 through chain 322. Accordingly, rotation of drive shaft 310in response to operation of engine 306 will produce a commensuraterotation of input shaft 316 and of output shaft 318.

Not only may output shaft 318 be used to drive various ancilliaryequipments, such as electric generators, etc., but it may be readilyinterconnected with a propulsion system for a waterborne variant ofvehicle 10. As shown in FIGS. 19 and 21, a framework 320 can bedeveloped to mate with sections 20, 22 or members 16, 18 (See alsoFIG. 1) and removably retained in place by pins 322 or the like. Braces324, 326 extending downwardly from framework 320 support a journal 328for rotatably supporting propeller shaft 330. The propeller shaftincludes a splined cup disposed at one end for engaging the spline ofoutput shaft 318 and a propeller 334 attached downstream of journal 328.

Further details of pin 322, which pin may be of the type readily usablein various other functions described above, is shown in FIG. 22. The pinincludes a split end 336 pivotally supporting a bar 338. On alignment ofthe bar with a longitudinal axis of the pin, penetration of theapertures within the structures or members to be retained connected withone another may be readily effected. Withdrawal of the pin is precludedby rotating bar 338 out of alignment with the pin, as shown in dashedlines. A ring 340 disposed at the opposed end of the pin permits fingerinsertion and removal and facilitates handling of the pin. An attachedchain 342 permits the securing of the pin to an adjacent member toprevent loss of the pin.

Equipment usable to permit operation of vehicle 10 upon snow will bedescribed with joint reference to FIGS. 23 to 27. The primary supportfor the vehicle upon the snow is provided by a pair of skis locatedgenerally laterally coincident of the rear wheels. For purposes ofbrevity, only one of the skis will be described in detail. Ski 350includes a pair of flanges 352, 354 for receiving a pivotally retainedrod end 356 of a shock absorber 358; attachment may be by bolt and nutmeans 360, as illustrated. The other end of the shock absorber may bedirectly attached by welding or otherwise to stanchion 88 (See FIG. 5).The stanchion is secured to rear support 26 through collar 100 locked bypin 102 and bar 104 secured to the rear support through pin 106. Thisstructure permits the raising and lowering of the ski with respect tothe attendant rear wheel to permit greater or lesser penetration of therear wheel into the underlying snow for traction purposes.

Pivotal movement of ski 350 is necessary as a consequence of thegenerally uneven snow surface traversed but such pivotal movement shouldbe damped for control purposes. A shock absorber 362 may be used fordamping. A clevis 364 is secured to one end of the shock absorber forengagement with stanchion 88 through nut and bolt means 366. Rod end 368at the other end of shock absorber 362 may be secured intermediateflanges 370, 372, by nut and bolt means 374.

From the above description and as particularly illustrated by the arrowsin FIG. 24, ski 350 may be vertically adjustable with respect to theadjacent wheel and vertical loads imposed upon the ski will be damped byshock absorber 358. Moreover, the ski may pivot about nut and bolt means360 which pivotal movement is damped by shock absorber 362.

A variant of the ski suspension system is illustrated in FIG. 25.Herein, angularly attached braces 376, 378 extend upwardly from ski 350to engage rod end 356 of shock absorber 358 through nut and bolt means360. The resulting structure permits initial vertical adjustment anddamping of vertically imposed shock but pivotal movement is undamped.

A ski 380 attached to the front wheel of the vehicle is illustrated inFIGS. 26 and 27. The ski includes an aperture 382 for penetrablyreceiving a portion of front wheel 384. Side braces 386, 388 extend fromopposed lateral sides of the ski and penetratably receive the respectiveextremities of wheel support axle 390. Lock nuts 392 or the likemaintain the braces pivotally secured to the axle. Damping of verticallyimposed loads may be accommodated by shock absorbers 394, 396 disposedin conjunction with front wheel fork 398. Uneven snow surfaces traversedare accommodated by pivotal movement of the ski, as shown in FIG. 26.

It may be noted that the driving wheels extend below the undersurface ofthe side skis and thereby can provide a propulsion force to the snowborne vehicle. Protrusion of the front wheel through the aperture in thefront ski provides some support against the snow surface and as thewheel is free to rotate, little drag is imposed. The extension of allthree wheels beneath the respective skis permits the vehicle to traversereadily partially snow covered terrain without damage to the skis sincecontact with the uncovered terrain will be through the wheels and notthe skis.

While the principles of the invention have now been made clear in anillustrative embodiment, there will be immediately obvious to thoseskilled in the art many modifications of structure, arrangement,proportions, elements, materials, and components, used in the practiceof the invention which are particularly adapted for specificenvironments and operating requirements without departing from thoseprinciples.

I claim:
 1. Apparatus for conveying cargo and limiting the rearward tiltof an all terrain vehicle, said apparatus comprising in combination:(a)a rear support means secured to the framework of the vehicle; (b) acargo box for conveying cargo; (c) stud means extending from said cargobox for engaging and for receiving support from said rear support meansto locate said cargo box in fixed position with respect to the frameworkof the vehicle; (d) means for selectively detachably attaching said studmeans with said rear support means and for locking said cargo box inplace to resist movement relative to the frame of the vehicle from anyexternally imposed loads upon said cargo box; (e) a set of wheelslocatable rearward of the vehicle for contact with the surfacetraversed, said set of wheels including a first and a second leg and afirst and a second wheel rotatably secured to respective ones of saidfirst and second legs; (f) means for attaching each of said first andsecond legs to and receiving support from said support means; and (g)means for securing each of said first and second legs to said attachingand receiving means in a selected one of a plurality of verticalpositions to regulate the amount of tilt of the vehicle permissiblebefore a wheel of said set of wheels contacts the surfacetraversed;whereby, said cargo box provides an opportunity for carryingcargo and said set of wheels are vertically adjustable to preventrearward tilting of the vehicle beyond a predetermined tilt angle. 2.The apparatus as set forth in claim 1 wherein said attaching andreceiving means is disposed on said cargo box.
 3. The apparatus as setforth in claim 2 wherein said attaching and receiving means comprisessleeve means for receiving each of said first and second legs.
 4. Theapparatus as set forth in claim 3 wherein said attaching and receivingmeans comprises at least one pin for penetrable engagement with saidsleeve and its respective one of said first and second legs.
 5. Theapparatus as set forth in claim 4 wherein each of said first and secondlegs includes a rearwardly slanted leg section for rotatably mountingone wheel of said set of wheels.
 6. The apparatus as set forth in claim5 wherein each of said rear support, said stud means, said first andsecond legs and said sleeve means are developed of rectangular tubing.7. The apparatus as set forth in claim 4 wherein said engaging andreceiving means comprises at least one pin for penetrable engagementwith said stud means and said rear support.
 8. Apparatus for limitingthe rearward tilt of all terrain vehicle, said apparatus comprising incombination:(a) a rear support secured to the framework of the vehicle;(b) a set of wheels locatable rearward of the vehicle for contact withthe surface traversed, said set of wheels including a first and a secondleg and a first and a second wheel rotatably secured to respective onesof said first and second legs; (c) means for independently and removablyattaching each of said first and second legs to and receiving supportfrom said rear support means; and (d) means for securing each of saidfirst and second legs to said attaching and receiving means in aselected one of a plurality of vertical positions to regulate the amountof tilt of the vehicle permissible before a wheel of said set of wheelscontacts the surface traversed;whereby, said set of wheels arevertically adjustable to prevent rearward tilting of the vehicle beyonda predetermined tilt angle.
 9. The apparatus as set forth in claim 8wherein said attaching and receiving means comprises at least one pinfor penetrable engagement intermediate said rear support means and eachrespective one of said first and second legs.
 10. The apparatus as setforth in claim 9 wherein each of said first and second legs includes arearwardly slanted leg section for rotatably mounting one wheel of saidset of wheels.